Method of



(No Model.)

J. H. BEEBIL METHOD OI APPLYING POWER. No. 359,591. Patented Mar. 22, 1887.

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N. PETERS. Phnlwljlhcgnphar, Washinghm. D. C.

JAMES HENRY BEEBE, OF ST. PAUL, MINNESOTA.

METHOD OF APPLYiNG POWER.

SPECIFICATION forming part of Letters Patent No. 359,591, dated March 22, 1887.

Application filed May 15, 1886. Serial No. 202,336. (No model To all whom, it may concern.-

Be it known that 1, JAMES HENRY BEEBE, a citizen of the United States, residing at St. Paul, in the countyof Ramsey and State of Minnesota, have invented certain new and useful Improvements in Methods of Applying Power, of which the following is a specification.

This invention relates to motors for applying power to machinery, 850.; and it consists in the combination and arrangement of parts, as hereinafter shown and described.

In the drawings, Figure 1 is a side view of the motor applied to the axle of a street-car,

the car-frame and axles being in section. Fig.

2 is a cross-sectional View of the part of the car shown in Fig. 1 and a portion of the mechanism connecting the motor and axle.

This invention consists more particularly in an engine adapted to be operated by the consumption of illuminating-gas, a reservoir of gas under pressure and adapted to be supplied to and operate said engine, and mechanism for coupling said engine to the shafting or other machinery to beoperated.

For the purpose of illustration I have shown the motor as it will be arranged to operate a street-car, A being the frame or floor, A A the axles, A the flanged wheels, and A the rails, all arranged in the ordinary manner.

I have only shown a portion of the floor A, which is sufficient to illustrate the invention.

B" represents a gas-engine, or an engine adapted to be operated by illuminating-gas, which is supplied to it through a pipe, (3, as shown. The main shaft D of the engine is provided with a bevel-gear, D engaging with a twin bevel-gear, D on the upper end of au upright shaft, D, the latter suspended or supported by a yoke-frame, D or other suitable means, and provided with a friction-pinion, D on its lower end, running between two frietion-disks or face-wheels,D D, on the axle A and adapted to be engaged therewith alternately. This friction-pinion D is free to be moved up and down upon the shaft D, but is caused to revolve with the shaft by a feather, a, on the shaft D, and a groove in the hub of the pinion D in whichthe feather fits, so as to increase or decrease the speed, as hereinafter explained.

The shaft D is supported where it passes through the floor A by a bearing, E, the latter slotted in the direction parallel with the axle A, so as to permit the shaft to be adjusted to engage the friction-pinion with either of the friction face-wheels D D F is a collar surrounding the shaft D be low the floor A, and in which the shaft D revolves freely, said collar being connected by a link, I), to the lower end of a lever, G. This lever G is pivoted at b to ears E on the bearing E, or in a separate casting attached to the floor A, as preferred, and extends upward and is provided with a handle, G at a height convenient to the hand of the operator.

His a segment attached to the floor A or to any other fixed portion of the car, and having notches (1, into which a catch or rib on the lever G will fit to hold it in any required position. By this arrangement it will be seen that if the lever G be forced over in one direction the friction-pinion D will be brought in contact with the face-wheel D and cause the latter and the axle A to revolve in one direction, and if the lever be forced over in the opposite direction the friction-pinion will be brought in contact with the other face-wheel, D, and cause the latter and the axle A to revolve in the opposite direction. Then,iftl1e lever G be placed in a central position, the friction-pinion D will be held centrally between the two plates D D ,and not effect either of them. By this means the axle A may be revolved forward or backward, or the mechanism disconnected from it entirely, as required.

The hub of the friction-pinion D is provided with an annular groove, in which the points of a yoke-lever, L, fit, this lever being pivoted at h to the frame of the car, and adapted to be raised and lowered by a screw-rod, L journaled in a standard,L ,and revolved by a hand-wheel, L as shown. By this arrangement the pinion D may be adjusted upward and downward upon the shaft D,to cause it to run in contact with the face-wheels D or D near their rims when a slow speed is required, or to run in contact with the face -whee1s nearer the axle when a high speed is required.

K represents a receiver in which a supply of the gas used in the engine B" is stored under pressure, and which is connected by the supply-pipe G to the engine, as shown.

The pipe 0 is shown in twoscctions, each ICO section leading into a feed-regulator, so that all the gas on its passage from the receiver H to the engine 13 must pass through the regulator. This regulator consists of two disks, M M connected by a collapsible and folding cylinder, M. The disk M is stationary and receives the ends of the pipe 0, while the disk M is free to rise and fall with the cylinder M The disk M is provided with a casing, M surrounding the disk M and cylinder M", and serving the double purpose of a guide for the rising and falling disk, and also as a shield or protector to the regulator. A rod, 0, will be attached to the disk M,to project upward above the casing h and which, by rising and falling with the upper disk, will indicate the height of the disk in the casing and the amount of gas in the regulator.

g is a valve in the pipe 0 between the receiver K and the regulator, and g is a similar valve in the pipe 0 between the engine and the regulator, the function of the valve 9 being to regulate the flow of the gas from the receiver K, and the function of the valve 5/ being to shut oil" the supply to the engine, when required.

By adjusting the valve 5 to the proper point the flow of the gas from the receiver to the regulator will be uniform. This regulator M M M is a very important feature of my invention, as the gas is by its use fed to the engine under the proper pressure to insure its perfect operation. The peculiar construction of these engines requires the gas to be fed to them uniformly and at no greater pressure than used in the ordinary supply-pipes in buildings; hence the importance of the regulator between the receiver K, in which the gas is stored at a pressure of about two hundred and fifty pounds to the square inch, and the engine to which gas must be supplied at a little more than atmospheric pressure.

A suiiieient supply of the gas may be compressed into the receiver to supply the engine for a number of days, or even weeks, according to the size of the receiver.

I have shown the motor applied to a streetcar; but it is evident that the same apparatus can be applied to small yachts or other vessels, or to other uses where a noiseless and economical motor is desirable.

One of the peculiarities of the form of en gine shown is that its speed is uniform, and there is no means of changing it without altering the valves and other mechanism, and its almost absolute noiselessness and the entire absence of smoke and exhaust-steam renders it of very great advantage in operating machinery where noise and smoke are objectionable. Another peculiarity of this engine is this, that it runs constantly and cannot be conveniently started and stopped frequently.

The method shown of coupling the engine to the machinery to be driven is a very important advantage in this connection, as by this means the speed may be quickly varied by merely moving the friction-pinion upward or downward regardless of the speed of the engine, or coupled to the axle to run the car forward or backward, or disconnected entirely from the car, the engine in the meantime running constantly.

Having thus described my invention, what I claim as new is A motor for operating machinery, consisting of an engine adapted to run constantly and with a uniform speed, a shaft, D, connected to and adapted to be operated by said engine, and provided with friction-pinion D on one end, two friction-disks, 1) D fast to the main axle or shaft A, between which said friction-pinion runs, means for moving said shaft D" to cause said friction-pinion to engage with eit-her of said friction'disks or to be disconnected therefrom, and means for adjusting said friction-pinion away from or nearer to the centers of said friction-disks to alter the speed of said axle or shaft A, substantially as and for the purpose set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

JAMES HENRY BEEBF.

Witnesses:

G. N. XVooDwARD, H. S. \VEBsrER. 

